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Nov. 30, 1954 G. T. RANDOL AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM l5 Sheets-Sheet 1 Original FiledDec. 10, 1941 mum-In Nov. 30, 1954 G. T. RANDOL Re. 23,901

AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Original Filed Dec. 10, 1941 15 Sheets-Sheet 2 Mwzwroe Nov. 30, 1954 s. T. RANDOL Re. 23,901 AUTOMOTIVE POWER nmvs comaox. SYSTEM AND MECHANISM Original Filed Dec. 10. 1941 15 Sheets-Sheet 5 Nov. 30, 1954 G. T. RANDOL AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM l5 Sheets-Sheet 4 Original Filed Dec. 10, 1941 NOV. 30, 1954 RANDQL Re. 23,901

AUTOMOTIVE POWER DRIVE CONTRQL SYSTEM AND MECHANISM Original Filed Dec. 10, 1941 15 Sheets-Sheet 5 Avwwroe Nov. 30, 1954 G. T. RANDOL AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM l5 Sheets-Sheet 6 Original Filed Dec. 10, 194].

NOV- 30, 1954 G T R DO Re. 23,901

AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Original Filed Dec. 10, 1941 15 SheetsSheet 7 NOV. 30, 1954 G T. RANDOL Re. 23,901

AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Original Filed Dec. 10, 1941 15 Sheets-Sheet 8 NOV. 30, G T RANDQL Re. 23,901

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AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Original Filed Dec. 10, 1941 15 Sheets-Sheet 10 "w W M NOV. 30, 1954 RANDQL Re. 23,901

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AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Original Filed Dec. 10, 1941 15 Sheets-Sheet 12 Nov. 30, 1954 s. T. RANDOL AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM 15 Sheets-Sheet 13 Original Filed Dec. 10. 1941 NOV. 30, 1954 RANDOL Re. 23,901

AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Original Filed Dec. 10, 1941 15 Sheets-Sheet l4 Nov. 30, 1954 G. T. RANDOL AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM 15 Sheets-Sheet 15 Original Filed Dec. 10, 1941 United States Patent AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Glenn T. Randol, Mountain Lake Park, Md.

Original No. 2,434,717, dated January 20, 1948, Serial No. 422,332, December 10, 1941. Reissue No. 23,562, dated October 7, 1952, Serial No. 71,381, January 17, 1949. This application for reissue June 8, 1953, Serial No. 360,402

114 Claims. (Cl. 192.073) (Granted under Title 35, U. S. Code (1952), see. 266) Matter enclosed in heavy brackets appears in the original patent but forms no part of the first and this reissue specification; matter printed in italics indicates the additions made by the first reissue; matter printed in bold face (except reference figures) indicates the additions made by this reissue.

This invention relates in general to power drive control systems associated with the power plant of an automotive vehicle, and in particular to powerand manuallyoperated means for operating the change-speed transmission of said power plant and for operating the friction clutch to facilitate the operation of the transmission.

An important object of my invention is to provide in an automotive vehicle including a friction coupling between the power plant and a three-speeds forward and a reverse drive transmission, a simple mechanism, poweroperated in part, for operating said transmission, the low and reverse gear settings thereof being effected by a manual operation of said mechanism, and the second and high gear settings of the transmission and the operation of the friction coupling to facilitate said settings, being efiected by power means upon the inauguration of this operation by the driver.

A further object of my invention is to provide, in an automotive vehicle including a friction coupling an accelerator, an engine controlling dual throttle, a three-speeds forward and a reverse drive transmission and a gear-shift lever means for operating and facilitating the operation of said transmission, said means including power means, comprising a single acting fluid pressure energized servomotor, which is automatically operable when the gearshift lcver is placed in a certain position with the acceler- L ator in released engine idling position, to establish the transmission in its second (intermediate) gear setting or its high (direct-drive) gear setting by successive movements of said accelerator from and to its released position, the friction coupling being operated by said motor to facilitate the aforesaid operation of the transmission, said means further including accelerator-operated means for controlling one of said throttles to cause the engine to idle during said power gear settings of the transmisstart.

A further object of my invention is to provide a manuallyand power-operated mechanism for operating a three-speeds forward and a reverse drive transmission and a friction clutch, said mechanism being capable, after a selector lever of the mechanism is first operated to establish the transmission in its second gear setting, of efiecting a power operation of the transmission to alternatcly efiect the second and high gear settings thereof, the friction clutch being disengaged to facilitate each of said transmission operations, and re-engagcd after each operation is completed, the mechanism further including means controlled by fully depressing the accelerator to cause the power means to establish second speed gear settings if high gear is effective.

Another object of my invention is to provide in an automotive vehicle including a power plant comprising a friction clutch, a gear-shift lever, an engine controlling throttle, and a change-speed transmission, power-operated mechanism for operating the transmission to alternately eflcct two settings and for operating the clutch to facilitate said operation of the transmission, said mechanism including a single acting pressure differential operated servomotor operably connected to the transmission and clutch and operative, in one cycle of operations, to disengage the clutch, the engine being idled automatically during said operation, then operate the transmission to establish one or the other of the aforementioned two settings, then re-engage the clutch in a plurality of controlled stages of operation; and one of the principal objects of my invention is to include in said mechanism a simple electrical and mechanical valving means operative, with certain operations of the gear-shift lever, the accelerator, and the clutch pedal, to initiate and complete the aforementioned cycle of operations of the servomotor.

A still further object of my invention is to provide means for operating the change-speed transmission of an automotive vehicle, for example a two speed forward drive transmission mechanism, and for operating the friction clutch of the vehicle to facilitate the operation of the transmission, said means including a single acting servomotor operable in one uninterrupted cycle of operations to successively disengage the clutch and then operate the transmission to establish the same in a new gear setting, and then accommodate control of the re-engagement of said clutch thereby in stage operations thereof and at the same time control the operation of the power plant throttle to cause some to operate at idling speed; and it is a further object of my invention to control the aforementioned servomotor by accelerator-controlled electrically and mechanically actuated valving and a pedallyoperated control device, and a transmission-operated switch mechanism, the latter mechanism serving to insure a completion of the transmission setting, and to effect dc-energization of the servomotor, to accommodate automatic or operator-controlled rte-engagement of the clutch after the operation of the transmission is completed.

A further object of my invention is to provide, in the power plant of an automotive vehicle, power means for operating the change-speed transmission of the plant to alternately establish the transmission in its second and high gear settings, said means also operating the clutch of the power plant to facilitate the operation of the transmission and includes an auxiliary throttle means operated to closed position independently of the accelerator-controlled throttle while the clutch is being disengaged and the transmission operated; and it is a further object of my invention to so construct said transmission, clutch and operating power means, that there is eflected stage engaging operations of the clutch upon operating the accelerator from either of its extreme positions toward the other extreme.

[This invention relates to power drive control systems and more particularly to means for controlling the transmission of power through the main clutch and change speed gearing of a motor vehicle in a simple, etficient and effortless manner] A further object [One of the objects] of my invention is to provide an improved control means for a changespeed gearing in which the change between two speeds [ratios] and the proper operation of the aforesaid [main] clutch necessary to relieve torque during said change can [all] be coordinately accomplished automatically by the employment of a single power-operated member such as, for example, a suction motor operated by the suction created in the intake manifold of the vehicle engine with which the gearing and clutch are associated.

Another object of my invention is to so associate and operatively connect the suction motor with the [main] vehicle clutch and the change-speed gearing that the movement of its movable element in one direction will cause the [main] clutch to be disengaged and then subsequently the shifting of the shiftable element of the gearing, and wherein the suction motor will be so controlled during the return movement of the movable member that the [main] clutch will be caused to smoothly engage.

Another object of my invention is to provide in a gear shifting mechanism, means which will be so controlled by the accelerator mechanism of the vehicle engine that the shifting mechanism cannot be operated to perform a shift- Eng operation unless the accelerator mechanism is in a predetermined position.

Another object of my invention is to provide an improved control mechanism for a change-speed transmission in which the shifting of two difierent speeds [ratios] can be accomplished automatically by the employment of a single power-operated member and wherein the said two speeds [ratios] are automatically alternately engaged and disengaged by the single power-operated member by means operative when the accelerator mechanism is respectively in a depressed position and in a released posi tion, said positions being beyond the normal throttle range.

Another object of my invention is to provide control means for a change-speed gearing and associated [main] torque-transmitting clutch in which one of two speeds [ratios] may be mechanically preselected when the accelerator mechanism is released and the other speed [ratio] preselected when the accelerator pedal is depressed beyond its engine operating range, and wherein the clutch will [be allowed to] automatically engage when the accelerator pedal is moved between said released and depressed positions or momentarily held substantially in fully depressed position.

Another object of my invention is to provide valve controlling means for the single power-operated member such that the movement of the hand lever adjacent the steering wheel from the neutral position to the automatic position will normally cause the single power-operated member to function upon either the releasing or the depressing of the accelerator pedal beyond normal throttle range and wherein, upon the resetting of the hand lever from the automatic position to neutral position, such will operate said valve controlling means to cause the suction from the engine intake manifold to reverse the movement of the power-operated piston such that the active gear may be manually restored to its neutral position, and thus definitely establish the neutral condition of the gearing in the transmission.

Another important object of my invention is to provide accelerator controlled vehicle clutch operating mechanism whereby slight depression of the accelerator pedal from its fully released position without accelerating the engine will cause the clutch to engage and thus [permit] utilize the engine [to be employed] compression for vehicle braking purposes.

Another important object of my invention is to provide an accelerator pedal controlled [main] torque-transmitting clutch and gear changing mechanism which will cause the clutch to be disengaged and the gear change accomplished in proper sequence by means operative when the accelerator pedal is moved to a position beyond the normal throttle range.

Another object of my invention is to provide an improved control mechanism for a change-speed transmission in which certain predetermined positions of the accelerator mechanism [can be] are employable [eruployed] to cause the control mechanism to be operative.

Another object of my invention is to provide a control mechanism for a change-speed gearing wherein manuallycontrolled means may be employed to condition the shifting mechanism for obtaining certain speed [ratios] drives and these speed drives [ratios] alternately made operative by the releasing of the accelerator mechanism and the actuation of a control member such as, for example, the clutch pedal, thus eliminating the necessity for performing certain manual operations necessary in prior shifting mechanisms wherein all speed [ratios] drives must be [obtain] obtained by a manual movement of a member such as a gear-shift lever.

Another object of my invention is to provide control means for a change-speed gearing and a [main] clutch mechanism which will cause the gearing, when in high speed condition, to be automatically shifted to second speed position by the simple operation of moving the accelerator pedal to a position [beyond] substantially at full throttle open position.

Another object of my invention is to provide a control that will cause the engine to idle irrespective of whether or not the conventional accelerator mechanism is in an engine running position; i. e., a position other than idling; and to correlate the engine idling with the euergization of vacuum-power means that declutches, shifts gear ratio mechanism, or both. Particularly, it is an object to provide means to condition vacuum-power means for energization, so that it may be energized only under certain circumstances, and then, in a final control operation, con neci the preconditioned power means to the source of vacuum in the engine intake, and m the same time throttle the carburetor or engine intake to insure adequate vacuum at the time needed, irrespective of whether the conventional accelerator mechanism is positioned to throttle the engine or not. A specific object is to obtain the foregoing operations by three control devices, one of which is a manual preset device or selector, and the other two of which are control devices that are operable to obtain the dcsircd sequence of operation set forth. Specifically the other two control devices are desirably the accelerator pedal and the clutch pedal, although it will be evident from the description to follow that other equivalent manual or automatic control devices could be used. Where one of the control devices is the accelerator pedal, the other must be a control that will prevent shifting upon each operation of the accelerator pedal to its critical position or positions, when the speed of the vehicle or some other factor would make such a shift undesirable.

It is a more specific object of my invention to employ the accelerator pedal as one of said controls for the energization of the power means, and to incorporate with it rm engine idling means; that is, operated to engine idling position, irrespective of normal carburetor action, whenever the accelerator pedal is moved to certain predetermined positions, and other control means are in proper condition. Especially is it an object to employ substantially the extreme positions of the accelerator pedal for such predetermined positions, or further, to employ extreme positions beyond the range of normal carburetor regulating positions.

Another object of my invention is to provide improved carburetor control means whereby when the accelerator mechanism is operated to a position [beyond] substantially at full throttle open position during the shift from the high speed [ratio] to the second speed [ratio], the engine will be caused to idle during the shifting operation with subsequent disabling of engine idling and rte-engagement of the engine clutch, automatically.

Another object of my invention is to provide an improved control means for a vehicle transmission embodying a change-speed gear and a [main] friction clutch wherein the low and reverse speeds [ratios] may be obtained in a conventional manner by movement of a gear-shift lever in coordination with the [manual] movement of the clutch pedal and wherein the second and high speeds [ratios] may be obtained without the necessity of manually moving the gearshift lever other than to place it in a predetermined position for power conditioning purposes.

Other objects of my invention will become apparent from the following description taken in connection with the accompanying drawings in which:

Figure 1 is a side view of a portion of a motor vehicle showing the engine, the change-speed transmission and the [main] clutch operating pedal with which is combined certain structure to form a control mechanism embodying my invention, the parts being in their normally inoperative positions wherein the [main] clutch is fully engaged and the change-speed transmission is in neutral condition;

Figure 2 is a view taken as indicated by the line 2-2 of Figure 1;

Figure 3 is a view taken as indicated by the line 3-3 of Figure 1;

Figure 4 is an enlarged view of the parts associated wth the [main] clutch pedal and mounted on the exterior of the transmission closure plate, said parts being shown in the neutral position with the clutch in engaged condition;

Figure 5 is a view of the parts on the inside of the transmission closure plate showing them in positions corresponding to those on the exterior of said plate, as viewed in Figure 4;

Figure 6 is a view similar to Figure 4 but with the clutch pedal [manually] moved to clutch-disengaged position and the transmission shifted so that low speed ratio drive is operative;

Figure 7 is another view similar to Figure 4 but with the parts in the positions assumed when the hand lever is set for automatic operation of second and high speeds, the clutch pedal being in a disengaged position and the second gear ratio drive element about to be made operative by being shifted from its neutral position;

Figure 8 is a partial view of the parts on the inside of the closure plate showing their positions corresponding to the positions of the parts shown in Figure 7;

Figure 9 is a view similar to Figure 7 but showing the parts in the positions assumed when the second gear ratio drive has been made operative but prior to re-engagcment of the [main] clutch;

Figure 10 is a view of the parts on the inside of the closure plate showing their positions corresponding to the positions of the parts shown in Figure 9;

Figure 11 is another view of the parts on the exterior of the transmission showing the positions assumed when high speed ratio (direct-drive) is made operative but prior to the re-engagement of the [main] clutch;

Figure 12 is a view of the parts on the inside of the closure plate showing said parts in their positions corresponding to the positions of the parts shown in Figure 11;

Figure 13 is a sectional view taken on the line 13-13 of Figure 4;

Figure 14 is a sectional view taken on the line 14-14 of Figure 4;

Figure 15 is a sectional view taken on the line 15-15 of Figure 4;

Figure 16 is a view taken on the line 16-16 of Figure 4;

Figure 17 is a sectional view taken on the line 17-17 of Figure 4;

Figure 18 is a sectional view taken on the line 18-18 of Figure 17;

Figure 19 is an enlarged partial sectional view of the main control conditioning valve and the restricting valve controlled by the accelerator mechanism, the parts having the positions assumed when the throttle is fully closed;

Figure 20 is a view similar to Figure 19 but showing the parts in the positions they assume when the accelerator pedal is fully depressed;

Figure 21 is a view similar to Figure 20 but showing the parts When the accelerator pedal is initially released from a fully depressed position;

Figure 22 is a view similar to Figure 21 but showing the parts when the accelerator pedal is partially depressed;

Figure 23 is a sectional view through the main control valve, said view being taken on the line 23-23 of Figure 20;

Figure 24 is a sectional view taken on the line 24-24 of Figure 23;

Figure 25 is a sectional view taken on the line 25-25 of Figure 4;

Figure 26 is a sectional view of the [cut-out] limit switch mounted on the transmission cover and showing the switch in closed position as assumed when the transmission is in either neutral or high gear ratio drive;

Figure 27 is a view similar to Figure 26 but showing the switch open, which condition exists when the gearing is in second speed ratio drive;

Figure 28 is a view taken on the line 28-28 of Figure 26;

Figure 29 is a sectional view taken on the line 29-29 of Figure 27;

Figure 30 is a view of the clutch pedal controlled switch [showing it] in open condition;

Figure 31 is a view of the clutch pedal controlled switch [showing it in] operated to closed condition;

Figure 32 is a view taken on the line 32-32 of Figure 4;

Figure 33 is an exploded view of the interlocking arm and associated lever and arms mounted on the inside of the closure plate;

Figure 34 is an exploded view of certain parts mounted on the exterior portion of the shaft for controlling the second and high speed shifting fork and the rate of clutch engagement;

Figure 34A is a perspective view of other parts employed in neutralizing and controlling the alternate moving of the second and high speed shifting fork.

Figure 35 is a view of the carburetor and associated parts including the solenoid-controlled valve for connccting the power cylinder with the inlet passage of the carburetor, the accelerator pedal controlled butterfly valve being in closed position;

Figure 36 is a view similar to Figure 35 but showing the parts in the positions assumed when the accelerator pedal is depressed;

Figure 37 is a view taken on the ure 35;

line 37-37 of Fig Figure 38 is a view similar to Figure 35 but showing the carburetor butterfly valve in fully open position corresponding to the depression of the accelerator pedal beyond its engine controlling range;

Figure 39 is a view, partly in section, tion of the accelerator pedal selector accelerator is fully depressed;

Figure 40 is a view similar to Figure 39 but showing the movable element of the switch moved upwardly, the position assumed when the engine operates at a predetermined speed;

Figure 41 is a sectional view taken on the line 41-41 of Figure 40;

1Figure 42 is an end view of the solenoid-controlled va ve;

Figure 43 is a perspective view of the piston and the switch element carried thereby which forms a part of the accelerator pedal selector switch;

Figure 44 is a perspective view of one of the stationary contacts of the accelerator pedal selector switch;

Figure 45 is a diagrammatic view, parts being shown in section, showing the various parts of the transmission control mechanism in their positions assumed when the transmission is in second speed ratio and the main clutch is disengaged;

Figure 46 is a diagrammatic view of certain parts associated with the carburetor, particularly the solenoid controlled valve and the secondary butterfly valve;

Figure 47 is a diagrammatic view similar to Figure 45 but showing the parts in the positions they assume when high speed ratio is operative and the main clutch is disengaged;

Figure 48 is a diagrammatic view also similar to Figure 45 but showing the parts in the positions they assume when the second speed ratio is caused to be operative as a result of the depressing of the accelerator pedal to the floor board, said main clutch being in disengaged position;

Figure 49 is a diagrammatic view showing the parts in their positions when the transmission is in neutral position with the main clutch engaged and the accelerator fully released;]

Figure 45 is a schematic view of the clutch and transmission control mechanism illustrated in Figure I but operated to establish second speed drive and including the electrical control circuits therefor, said circuits being depicted in solid and broken lines to indicate respectively energized and nomenergized conditions thereof,-

Figure 46 is a schematic view of a portion of the con- Irol structure illustrated in Figure 1, showing in particulnr the solenoid-controlled valve and the secondary butterfly valve associated with the carburetor, and including the electrical control circuits therefor depicted in solid and broken lines to indicate respectively energized and non-energized conditions thereof;

Figure 47 is a schematic view similar to Figure 45 showing the control mechanism operated to establish high speed drive, and disengage the friction clutch;

Figure 48 is a schematic view similar to Figure 45 showing the control mechanism operated to establish second speed drive as a result of the full depressing movement of the accelerator pedal, said clutch being in disengaged condition;

Figure 49 is another schematic view of the control structure illustrated in Figure 1 including the electrical control circuits therefor, said circuits being depicted in solid and broken lines to indicate respectively energized and non-energized conditions thereof;

Figure 50 is a side view of a portion of the transmission showing a modified construction wherein the selection of second or high speed ratio drive is accomplished directly by the accelerator mechanism, the positions of the parts corresponding to a released condition of the accelerator mechanism with the hand lever set in Hi position;

Figure 51 is an enlarged view of some of the structure shown in Figure 50, the parts being shown in section and their positions corresponding to neutral condition of the gearing;

Figure 52 is a sectional view taken on the line 52-52 of Figure 51;

Figure 53 is a sectional view taken on the line 53-53 of Figure 51;

Figure 54 is a view similar to Figure 51 but showing a complete section, the positions of the parts correspondshowing the posiswitch when the ing to a fully depressed condition of the accelerator mechanism;

Figure 55 is a view of the rotatable element of the [main] master control conditioning valve of Figure 50; and

Figure 56 is a perspective view of the modified selector member which is operated directly by the accelerator mechanism.

Referring first to Figure 1, numeral 1 indicates an internal-combustion engine for a motor vehicle which is provided with the usual carburetor 2. The crankshaft 3 of the engine (see Figures 45, 47, 48 and 49) is connected through a [main] torque-transmitting friction clutch 4 to the driving shaft 5 of the changespeed gearing 6. The driven shaft 7 of this gearing is in turn connected to a propeller shaft 8 for driving the wheels of the vehicle in a well-known manner. The [main] friction clutch 4 comprises an element 9 fixed to the end of the crankshaft and a cooperative element 10 slidably mounted on the driving shaft 5 of the gearing. The slidable element 10 is normally held in engagement with element 9 by a spring 11 and is adapted to be disengaged by a fork 12 secured to the inner end of a clutch shaft 13. The [main] friction clutch is enclosed in the housing 14 which is interposed between the engine 1 and the gearing housing 15 (see Figure 1).

As best shown in Figure 13, the change-speed gearing within the housing 15 is of conventional construction and comprises a driving gear 16 secured to the end of the driving shaft 5 projecting into the housing. This gear 16 is in constant mesh with the gear 17 on the countershaft 18 which also has integral therewith a second speed gear 19, a low speed gear 20, and a reverse gear 21. The driven shaft 7 of the gearing is axially aligned with the driving shaft and has its forward end journaled therein. The rear portion of the driven shaft has splined thereon a slidable gear 22 which is adapted to mesh with gear to provide low speed ratio drive and also with the idler gear 23 (constantly in mesh with gear 21) to provide reverse speed ratio drive.

The central portion of the driven shaft 7 has rotatably mounted thereon a second speed gear 24 which is constantly in mesh with the second speed gear 19 on the countershaft. Positioned on the driven shaft between the gears 16 and 24 and rotatable therewith is a slidable double clutch element 25 which. when slid rearwardly will clutch the second speed gear 24 to the driven shaft and when slid forwardly will clutch the driving shaft 5 directly to the driven shaft to thus obtain second speed ratio drive and high speed ratio drive, respectively. The clutch element 25 and the manner in which it is capable of performing its function is well known in the art and need not be specifically described. It might be mentioned, however, that the cooperating clutch teeth on said element and the gears have associated therewith synchronizing means for enabling the clutch teeth to be smoothly engaged.

The change-speed gearing housing 15 has an opening on one side which is closed by a closure plate 26. On the rear end of this plate there is journaled a shaft 27 (Figure 14) which has secured to its inner end an upstanding arm 28 and journaled to the upper end of this arm is a shifting fork 29 for cooperation with the gear 22 whereby this gear may be shifted forwardly and rearwardly from its neutral position, shown in Figure 13, in order to obtain low and reverse gear [ratios] ratio drives. The outer end of the shaft 27 has secured thereto an arm 30 whereby the shaft may be rotated from the exterior of the closure plate in a manner to be later described.

Also journaled in the closure plate at a point forwardly of shaft 27 is a second shaft 31 which has secured on its inner end an upstanding arm 32, the upper end of which has pivotally mounted therein a shifting fork 33 for cooperation with the double clutch element 25 to thus shift said clutch rearwardly and forwardly from its central neutral position, as shown in Figure 13, and thus obtain second speed and high speed [ratios], ratio drives, respectively.

in order to provide an interlocking means for the shifting forks and thus prevent either of them from being moved from a neutral position to an operative position when the other is in an operative position, there is mounted on the lower side of the closure plate, an arm 34 pivoted on a shaft 35 and extending upwardly between the arms 28 and 32 (see Figures [13, 14, and 15] 5, 10, 12-15. This arm 34 is provided with a bore 36 (Figure 14) carrying in its ends balls 37 and 38 pressed outwardly by an interposed spring 39. Ball 37 is adapted to cooperate with recesses 40 in the hub of arm 32 to yieldably hold shifter fork 33 in its various positions and the ball 38 is adapted to cooperate with recesses 41 in the hub of arm 28 to yieldably hold shifter fork 29 in its various positions. The halls also have interposed between them a pin 42 which limits their movement toward each other. With this interlocking structure, which is of known construction, when the shifting fork 29 is moved to cause gear [24] 22 to mesh with either of the gears 20 or 23, arm 32 will be prevented from being rotated to move shifting fork 33 from its central position due to the contoured edge of the hub of arm 28 holding the end of the wall of bore 36 seated against two fiat surfaces adjacent the central (neutral) recess 40. When the shifting fork 33 is moved in either direction to cause the double clutch element 25 to be in an operative position, the shifting fork 29 will be prevented from moving by the contoured edge of the hub of arm 32 acting on arm 34 to cause the end of the wall of bore 36 to firmly seat against the two flat surfaces adjacent the central (neutral) recess 41.

In addition to the shafts 27 and 31 carried by the closure plate, there are two other shafts 43 and 40 positioned below the shaft 31 and on opposite sides thereof. On the inner end of shaft 44 (see Figures 5, 10 and 12) there is freely mounted a neutralizing lever 45 which extends upwardly to one side of arm 32 on shaft 31. The inner end of shaft 43 has secured thereto a companion neutralizing lever 46 which extends upwardly on the opposite side of arm 32. Lever 46 is shown in perspective in Figure 33. The lever 46 carries an extension 47 which overlies a similar extension 48 on lever 45. Thus, if lever 46 should be moved inwardly from its extreme outer position, lever 45 will also be moved simultaneously inwardly after a predetermined movement of the lever 46 (see Figure 12). However, if lever 46 is moved outwardly from its extreme inner position, lever 45 will not be moved simultaneously therewith.

On the inner end of shaft 44 beyond lever 45 there is pinned thereto a member 49 having a projecting cam portion 50 (see Figure 34A). This member is also provided with an extension 51 for cooperation with a stop 52 on the cover plate where it is normally biased by a spring 53 having one end connected to the member and the other to a pin 54 carried by the backing plate. The cam portion 50 in its normal position is adapted to lie in the path of a cooperating cam portion 55 on the lower side of the hub of arm 32 when said arm is moved to cause the second speed ratio to be operated. Figure 10 shows the cam portion 55 in engagement with the cam portion 50. Under these conditions it is seen that the member 49 is rotated against the bias of spring 53, thus rotating shaft 44. Shaft 44 on its end exterior of the cover plate has secured thereto an arm 56 provided with teeth 57, the purpose of which will become apparent.

The outer end of shaft 43 to which lever 46 is secured has pinned thereto an arm 58 in order that this shaft may be manually-operated in a manner to be described to thus cause the lever 46 to be moved away from the shifting fork arm 32 or toward said arm. When lever 46 is moved away from the shifting fork arm, as shown in Figures 10 and 12, lever 45 will not be moved. However, as previously mentioned, if lever 46 is moved toward the shifting fork arm to a position engaging it, then lever 45 will also be moved simultaneously toward the shifting fork arm. If the shifting fork arm should be in an operative position; that is, either second or high speed drive operative position, then it will be moved inwardly by one of these arms to its neutral position, as shown in Figure 13. Thus there is provided means for neutralizing the gearing if the gearing is in second or high speed drive since, as will be described later, shaft 43 is manually-operated.

Above shaft 43 there is journaled in the cover plate still another shaft 59 which projects only into the interior of the gearing housing. This shaft has freely journaled thereon an arm 60 which extends upwardly along side lever 46 and carries a pin 61 which projects through a slot 62 in said lever 46. Thus it is seen that lever 46 and arm 60 have their free ends movable in unison but said elements rotate about different axes. The arm 60 also carries a second pin 63 (see Figure 33) which projects into an open ended slot 64 in the end of a short arm 65 secured to a pin 66, said pin being carried by a rotatable valve element 67 (see Figures 23 and 25) mounted in a bore 68 of a valve casing 69 secured to the exterior of the closure plate adjacent the top side. The valve comprising the valve element 67 and the casing 69 constitute parts of the main control conditioning valve for the power-operated shifting means to be described later, this main control conditioning valve being generally designated by the letter M.

Referring again to Figure 33, the previously mentioned arm 60 has its hub portion provided with a recess 70 and on the body of the arm above this recess is a shoulder 71. The recess 70 is adapted to receive a pin 72 carried by arm 34 of the described interlocking structure. Thus, if the interlock member 34 should be moved forwardly, as viewed from the inside of the closure plate (Figures and 12), pin 72 can engage in the recess and prevent arm 60 from being moved. This forms a lock for the valve element 67. When pin 72 is out of recess 70 so as to [permit] release arm 60 to be moved, shoulder 71 will engage the pin and limit the movement of said arm. The lever 46 is also provided with a recess 73 for receiving pin 72 so that said lever can have sutficient movement to move arm 60. A pin 74 is carried by lever 46 to which an over-center spring 75 is connected, said overcenter spring assisting to hold lever 46 in its outward position when once placed in said position and assisting in moving the lever inwardly once the lever has been initially moved.

The main control conditioning valve M, previously referred to, is shown in detail in Figures 19 to 25. The cylindrical valve element 67 is provided with a crosspassage 76 and parallel surface slots 77 and 78 on opposite sides thereof. The casing 69 is formed with aligned passages 79 and 80 [of] with which the cross-passage 76 of the valve element can align to place these passages in communication with each other. Passage 79 is connected by a flexible conduit 81 to the source of suction which in this instance will be the intake of the engine. The other passage 80 is connected to a flexible conduit 82 which communicates with the rear end of the suction motor 83 which is the power means shown, by way of example, for performing speed ratio changing. The valve casing is also provided with a third passage 84 which enters the bore in the valve casing at an angle to passage 79. This passage 84 is connected by a conduit 85 to the forward end of the suction motor 83. The passage 84 is adapted to be controlled by a small restricting valve element 86 which is normally biased by a spring 87 to such a position that passage 84 will be fully open. If this restricting valve element 86 is moved inwardly, passage 84 will be restricted. The means for controlling the restricting valve element will be described later. The valve casing also has two atmospheric passages 88 and 89, one leading from the top of the bore and the other leading from the lower side of the bore. These passages have associated therewith air vents or filters 90 and 91. A detent 91 cooperates with the recesses in the valve element 67 to hold it in its two positions (Figures 23, 24).

In the valve structure described it is seen that when the valve element 67 is in a position to connect passages 79 and 80, the rear end of the suction motor 83 will be placed in communication with the source of suction. The forward end of the suction motor will be in communication with the atmosphere by way of conduit 85, passage 84, open valve element 86, valve element slot 78 and atmospheric passage 89 and vent 91. This position of the valve is shown in Figure 20. If the valve element 67 should be turned to the position shown in Figure 19, then it is seen that the forward end of the suction motor will be connected to the conduit leading to the source of suction and the rear end of the motor connected to atmosphere through passage 88 and vent 90. Suction, however, is not available at the forward end of the motor for reasons which will become apparent.

The power means shown as a suction motor comprises a cylinder 92 in which is reciprocable a member in the form of a piston 93 having a piston rod 94 extending from the forward closed end of the cylinder. The rear end of the cylinder is pivotally mounted on a bracket 95 secured to the end of the gearing housing. The piston rod 94 is enclosed by a dust excluding boot 96 and has its outer end pivotally connected to an arm 97 which is rotatably mounted on the outer end of the clutch shaft 13 extending out of the clutch housing 14. Adjacent the hub of arm 97 is pivotally connected a link 98 which extends upwardly and is slidably received in a slot 99 of a shaft 100 positioned parallel to the clutch shaft 13 and carried by a sleeve 101 secured to the clutch housing (see Figure 17). The inner end of shaft 100 has pinned thereon a collar 102 from which projects a pin 103 posi tioned off center with respect to the axis of shaft 100. This pin, as shown in Figures 17 and 18, is adapted to engage with the rear side of the upper end of one of the arms of shifting fork 12. Thus it is seen from this structure that if the piston in the power cylinder is moved rearwardly from the forward end, arm 97 will be rotated in a counter-clockwise direction as viewed from the left side of the vehicle, thereby rotating shaft 100 in a clockwise direction and moving link 98 from the position shown in Figure 6 to the position shown in Figure 7. The rotation of shaft 100, although being through only a small angle, will result in pin 103 moving shifting fork 12 to thereby disengage the [main] clutch by moving the slidable friction element 10 thereof relatively to element 9.

On the outer end of the clutch shaft 13 is loosely mounted the [manually] operator-operated clutch pedal 104 which has a downwardly extending arm 105. The hub of this clutch pedal is provided with a shoulder 106 (see Figure 17) which is adapted to cooperate with a lug 107 carried by a collar 108 pinned to the clutch shaft 13 and interposed between the clutch pedal and the hub of arm 97. When the clutch is engaged and the clutch pedal is in its fully released position, shoulder 106 of the clutch pedal is spaced a slight distance from lug 107 on the collar as shown by dotted lines in Figure 4. This [permits] provides for the clutch pedal to have a slight tree forward movement before shoulder 106 and lug 107 engage to cause rotation of the clutch shaft. Whenever it is desired to [manually] disengage the clutch, it can be done by merely depressing the clutch pedal and when shoulder 106 engages lug 107, the clutch shaft 13 will be rotated to move the fork 12 so that the clutch will be disengaged. The clutch pedal is held in its released condition by a spring 109 connected between the downwardly extending arm and a pin 110 on the exterior of the clutch housing.

The outer end of shaft 31, which is employed to move the shifting work 33, is provided with a squared portion 111 whereby the double arm lever 112 (shown in perspective in Figure 34 together with other related elements) is secured thereto. The upper arm 113 of this lever is provided with a recess 114 and the lower arm 115 is provided with a recess 116. Positioned on the shaft between the double arm lever 112 and the closure plate are two collars 117 and 118, collar 117 being provided with slots 119 for receiving lugs 120 carried by collar 118, thus causing said collars to be connected together for simultaneous rotation on shaft 31. Surrounding these collars at their point of juncture and freely rotatable thereon is an arm 121 provided on its hub with spaced recesses 122 and 123 between which is a curved surface 124. The recesses and the surface are adapted to cooperate with the restricting valve 86 previously referred to which controls the passage 84 leading to the forward end of the suction motor. When the restricting valve is in either recess 122 or 123, the valve will be fully opened. When it is on the ends of the surface 124, the valve element will be closed by seating against a fiber seat. When the arm is moved so that the valve element moves from the recess 123 to recess 122, the valve will be [permitted to be gradually opened] controlled so as to gradually open.

The collar 118 lies just above the arm 56 which, as previously mentioned, is pinned to shaft 44. A portion of this collar is formed with teeth 125 which mesh with the teeth 57 on arm 56. Thus whenever the shaft 44 is rotated collars 118 and 117 will also be rotated thereby. The end of collar 117 which lies adjacent the double arm 112 is formed with a V-shaped cam surface 126 having an apex 127. This V-shaped cam points toward the rear and the apex lies between recesses 114 and 116 on the double arm.

The double arm lever 112 is actuated by the suction motor through arm 97 carried on the clutch shaft.

arm 128 and pivotally connected to its upper end is a link 129. This link has on its free end a pin 130 for engaging in either recess 114 or 116 of the double arm lever thus causing rotation in opposite directions of 

